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HINDUSTAN INSTITUTE OF TECHNOLOGY AND SCIENCE

SCHOOL OF MECHANICAL SCIENCES


DEPARTMENT OF AUTOMOBILE ENGINEERING
ATB 251 Automotive Engines

2 MARK QUESTION AND ANSWER

1. What are the stages of combustion in a SI engines?

The stages of combustion in a SI engines are:


FIRST STAGE: Ignition lag (or) preparation phase
SECOND STAGE: propagation of flame
THIRD STAGE: After burning

2. What are the various factors that affect the flame speed?

a) Turbulence b) F/A ratio c) T, P d) Compression ratio e) Engine speed, size


&output

3 .Define normal combustion?

In normal combustion, the flame initiated by the spark travels across


the combustion chamber in a fairly uniform mmanner.

4. Define abnormal combustion and its consequences?

Under certain operating conditions the combustion deviates from its normal Course
leading to loss of performance and possible damage to the engine are termed
as abnormal combustion (or) knocking combustion. Consequences are
(1).Loss of power
(2). Recurring preignition
(3). Mechanical damage to the engine

5. What is equivalence ratio?

The ratio of the actual fuel-air ratio to the stoichiometric fuel air ratio.

6. Short note on SI engine equivalence ratio requirements?

In a homogeneous mixture with equivalence ratio close to 1.0 the flame speed is normally
of the order of 40cm/s .However in a SI engine the maximum flame speed is obtained
when

is between 1.1 and 1.2 (i.e.) when the mixture is slightly richer than
stoichiometric.
7. Explain the type of vibration produced when auto ignition occurs.

Two different vibrations are produced. 1. In one case, a large amount of


mixture may auto ignite giving use to a very rapid increase in pressure throughout
the chamber and there will be a direct blow on free vibration of the engine parts

2. In another case, larger pressure differences may exit in the combustion chamber
and the resulting gas vibration can force the walls of the chamber to vibrate at the
same frequency as the gas.

8. What is the method to detect the phenomenon of knocking?

The scientific method to detect the phenomenon of knocking is to use a pressure


transfer this transducer is connected, usually to a cathode ray oscilloscope. Thus
pressure-time traces can be obtained from the pressure transducer.

9. List out some of the knock limited parameters?

The knock limited parameters are: 1. Knock limited compression ratio2. Knock
limited into pressure3. Knock limited Indicated mean effective pressure. (Klimep)

10. Define performance number?

Performance number is defined as the ratio. Of Knock limited Indicated mean effective
pressure with the sample fuel to knock limited Indicated mean effective pressure with
ISO-OCTANE .when the inlet pressure is kept constant.

11. List the factors that are involved in either producing (or) preventing knock.

The factors that are involved in either producing (or) preventing knock are
temperature, pressure, density of the unburned charge and the time factor.

12. List the parameters which are affecting knock in SI engine?

The parameters which are directly (or) indirectly connected with knocking are inlet
temperature of mixture compression ratio, mass of inducted charge, power output of the
engine.

13. List the parameters in time factors that reduce the knocking?

Parameters are turbulence, engine speed, flame travel distance, combustion chamber shape
and location of spark plug.
14. List the composition factors in the knocking?

Air fuel ratio and octane value of the fuel are the composition factors.

15. Write the different types of combustion chambering SI engine?

T-Head type, L- Head type, I- Head type, F- Head type.

16. List the drawbacks of the carburetion?

1. Non uniform distribution of mixture in multi cylinder engines.2. Loss of volumetric


efficiency due to retraction for mixture flow and possibility of back firing.

17. List some of the important requirements of automobile carburettors?

1. Ease of starting the engine, particularly under low ambient conditions.2. Good
and quick acceleration of the engine.3. Good fuel economy.4. Ensuring full torque
at low speeds.

18. What are the general types of carburetors?

Types are UPDRAUGHT, DOWN DRAUGHT, and CROSS DRAUGHT.

19. What are the essential parts, compensating device and additional system (modern)
carburetors?

Parts fuel strainer, float chamber, main metering and idling system, the choke& the
throttle. Compensating devise- Air bleed jet, compensating jet, Emulsion
tube, auxiliary valve and port, back suction control mechanism. Additional system
Ant dieseling, richer coasting, acceleration pump and economic (or) power
enrichment system.

20. Define carburetion?

The process of formation of a combustible fuel air mixture by mixing the proper
amount of fuel with air before admission to engine cylinder is called carburetion.

21. What are the factors effecting carburetion?

1. The engine speed 2. The vaporization characteristics of fuel 3. The temperature of the
incoming air 4. The design of the carburettor
16 MARK QUESTION AND ANSWER

1. What are the Air-fuel ratio requirements of SI ENGINE?

As per requirement of engine, the carburetor provides an air-fuel ratio, which must be within
combustion range. Engine is cold at the time of starting so, very rich mixture is required.
Rich mixture is also required at time of idling and producing maximum power. During the
normal running, a comparatively lean mixture can be used. For petrol engine; different air-
fuel ratios are required under various conditions of load. These are as discussed below.

i) Air-Fuel Ratio for Starting

Very rich mixture (10: 1) is required at starting of engine. During starting very
small amount of fuel is vaporizes and rest of it stay in the liquid state so as to
give an ignitable mixture.

ii) Air-Fuel Ratio for Idling

An idling, engine demands a rich mixture, which can be made leaner as the
throttle is gradually opened. During idling, the pressure in the inlet manifold is
about 20 to 25% of atmospheric pressure. At suction stroke, inlet valve opens and
the product of combustion trapped in the clearance volume, expands in the inlet manifold.
Latter when the piston moves downwards, the gases along with the fresh charges go into the
cylinder. A rich mixture must be supplied during idling, to counteract the tendency of
dilution and to get an ignitable mixture.

iii) Air-Fuel Ratio for Medium Load

Most of the time, engine is running in medium load condition, therefore, it is desirable
that the running should be most economical in this condition. So a lean mixture can be
supplied, as engine has low fuel consumption at medium load. For
multi cylinder engine, slightly more fuel is required due to mal distribution of fuel.

iv) Air-Fuel Ratio for Maximum Power Range

When maximum power is required, the engine must be supplied with rich mixture
as the economy is of no consideration. As the engine enters
in the power range,
mixtur
the spark must be retarded otherwise knocking would occur. A lean e burns
at latter part of working stroke. As the exhaust valve expose to high temperature
v) Air-Fuel Ratio for Acceleration

Even during normal running, sometimes more power is required for a short period
such as to accelerate the vehicle for overtaking etc. During this period rich mixture
is required.

Stages of combustion process in SI Engine with P- diagram

Three Stage of Combustion

There are three stages of combustion in SI Engine as shown

Ignitio
i. n lag stage

ii. Flame propagation stage


iii
. After burning stage

i. Ignition lag stage:

There is a certain time interval between instant of spark and instant where there is
a noticeable rise in pressure due to combustion. This time lag is called IGNITION
LAG. Ignition lag is the time interval in the process of chemical reaction during which
molecules get heated up to self-ignition temperature , get ignited and produce a self-
propagating nucleus of flame. The ignition lag is generally expressed in terms of crank angle
(q1). The period of ignition lag is shown by path ab. Ignition lag is very small and lies
between 0.00015 to 0.0002 seconds. An ignition lag of0.002 seconds corresponds to 35 deg
crank rotation when the engine is running at 3000 RPM. Angle of advance increase with the
speed. This is a chemical process depending upon the nature of fuel, temperature and
pressure, proportions of exhaust gas and rate of oxidation or burning.
ii. Flame propagation stage:

Once the flame is formed at b, it should be self-sustained and must be able to


propagate through the mixture. This is possible when the rate of heat generation
burnin
by g is greater than heat lost by flame to surrounding. After the point b,
the flame propagation is abnormally low at the beginning as heat lost is more than
heat generated. Therefore pressure rise is also slow as mass of mixture burned
is small. Therefore it is necessary to provide angle of advance 30 to35 deg, if
the peak pressure to be attained 5-10 deg after TDC. The time required for
crank to rotate through an angle q2 is known as combustion period during which
propagation of flame takes place.

iii. After burning:

Combustion will not stop at point c but continue after attaining peak pressure
and this combustion is known as after burning. This generally happens when the
rich mixture is supplied to engine.
2. What are the Factors affecting knocking in SI ENGINES?

The various engine variables affecting knocking can be classified as:

Temperature factors
Density factors
Time factors
Composition factors

(A) TEMPERATURE FACTORS

Increasing the temperature of the unburned mixture increase the possibility of knock
in the SI engine we shall now discuss the effect of following engine parameters on
the temperature of the unburned mixture:

i. Raising the Compression Ratio

Increasing the compression ratio increases both the temperature and pressure (density
of the unburned mixture). Increase in temperature reduces the delay period of the end
gas which in turn increases the tendency to knock.

ii.Supercharging

It also increases both temperature and density, which increase the


knocking tendency of engine

iii.Coolant Temperature

Delay period decreases with increase of coolant temperature, decreased delay


period increase the tendency to knock

iv.Temperature Of The Cylinder And Combustion Chamber Walls :

The temperature of the end gas depends on the design of combustion chamber. Sparking
plug and exhaust valve are two hottest parts in the combustion chamber and uneven
temperature leads to pre-ignition and hence the knocking.
(B) DENSITY FACTORS

Increasing the density of unburnt mixture will increase the possibility of knock in
the engine. The engine parameters which affect the density are as follows:

Increased compression ratio increase the density


Increasing the load opens the throttle valve more and thus the density
Supercharging increase the density of the mixture
Increasing the inlet pressure increases the overall pressure during the cycle.
The high pressure end gas decreases the delay period which increase

the tendency of knocking.
Advanced spark timing: quantity of fuel burnt per cycle before and after TDC position
depends on spark timing. The temperature of charge increases by
increasing the spark advance and it increases with rate of burning and does not
allow sufficient time to the end mixture to dissipate the heat and increase the
knocking tendency

(C) TIME FACTORS

Increasing the time of exposure of the unburned mixture to auto-ignition


conditions increase the possibility of knock in SI engines.

i. Flame travel distance:


knockin
If the distance of flame travel is more, then possibility of g is also more.
This problem can be solved by combustion chamber design, spark plug location
and engine size. Compact combustion chamber will have better anti-knock
characteristics, since the flame travel and combustion time will be shorter. Further,
if the combustion chamber is highly turbulent, the combustion rate is high and
consequently combustion time is further reduced; this further reduces the tendency
to knock.

ii.Location of sparkplug:

A spark plug which is centrally located in the combustion chamber has


minimum tendency to knock as the flame travel is minimum. The flame travel
can be reduced by using two or more spark plugs.
iii.Location of exhaust valve:

The exhaust valve should be located close to the spark plug so that it is not in
the end gas region; otherwise there will be a tendency to knock.

iv.Engine size

Large engines have a greater knocking tendency because flame requires a longer
time to travel across the combustion chamber. In SI engine therefore,
generally limited to 100mm

v.Turbulence of mixture

Decreasing the turbulence of the mixture decreases the flame speed and hence increases the
tendency to knock. Turbulence depends on the design of combustion chamber and one
engine speed.

COMPOSITION FACTORS

i. Molecular Structure

The knocking tendency is markedly affected by the type of the fuel used.
Petroleum fuels usually consist of many hydro-carbons of different molecular
structure. The structure of the fuel molecule has enormous effect on knocking
tendency. Increasing the carbon-chain increases the knocking tendency and
centralizing the carbon atoms decreases the knocking tendency. Unsaturated
hydrocarbons have less knocking tendency than saturated hydrocarbons.

ii.Fuel-air ratio:

The most important effect of fuel-aft ratio is on the reaction time or ignition delay. When
the mixture is nearly 10% richer than stoichiometric (fuel-air ratio =0.08) ignition lag of
the end gas is minimum and the velocity of flame propagation is maximum. By making the
mixture leaner or richer (than F/A 0.08) the tendency to
knocks decreased. A too rich mixture is especially effective in decreasing or eliminating
the knock due to longer delay and lower temperature of compression.

iii.Humidity of air:

Increasing atmospheric humidity decreases the tendency to knock by decreasing the


reaction time of the fuel
3. What are the different types of combustion chambers in si engine?

Variations are enumerated and discussed below:


T-head combustion chamber

L-head combustion chamber


I-head (or overhead valve) combustion chamber
F-head combustion chamber

It may be noted that these chambers are designed to obtain the objectives namely:

A high combustion rate at the start.

A high surface-to-volume ratio near the end of burning.


A rather centrally located spark plug.

i.T Head Type Combustion chambers

This was first introduced by Ford Motor Corporation in 1908. This design
has following disadvantages.

Requires two cam shafts (for actuating the in-let valve and exhaust valve
separately) by two cams mounted on the two cam shafts.
Very prone to detonation. There was violent detonation even at a
compression ratio of 4. This is because the average octane number in 1908 was
about 40 -50.

ii.L Head Type Combustion chambers

It is a modification of the T-head type of combustion chamber. It provides the two values on
the same side of the cylinder, and the valves are operated through tappet by a single
camshaft. This was first introduced by Ford motor in 1910-30 and was quite popular for
some time. This design has an advantage both from manufacturing and maintenance point of
view.

Advantages:

Valve mechanism is simple and easy to lubricate.

Detachable head easy to remove for cleaning and decarburizing without

Disturbing either the valve gear or main pipe work.

Valves of larger sizes can be provided.


Disadvantages:

Lack of turbulence as the air had to take two right angle turns to enter the
cylinder and in doing so much initial velocity is lost.
Extremely prone to detonation due to large flame length and slow
combustion due to lack of turbulence.
More surface-to-volume ratio and therefore more heat loss.
Extremely sensitive to ignition timing due to slow combustion process
Valve size restricted.
Thermal failure in cylinder block also. In I-head engine the thermal failure is confined
to cylinder head only.

iii.Overhead valve or I head combustion chamber

The disappearance of the side valve or L-head design was inevitable at high
compression ratio of 8:1 because of the lack of space in the combustion chamber
to accommodate the valves. Diesel engines, with high compression ratios, invariably
used overhead valve design. Since 1950 or so mostly overhead valve combustion
chambers are used. This type of combustion chamber has both the inlet valve and
the exhaust valve located in the cylinder head. An overhead engine is superior to
side valve engine at high compression ratios.

The overhead valve engine is superior to side valve or L head engine at high
compression ratios, for the following reasons:

Lower pumping losses and higher volumetric efficiency from better breathing
of the engine from larger valves or valve lifts and more direct passageways.
Less distance for the flame to travel and therefore greater freedom from
knock, or in other words, lower octane requirements.
Less force on the head bolts and therefore less possibility of leakage (of
compression gases or jacket water). The projected area of a side valve
combustion chamber is inevitably greater than that of an overhead valve
chamber.
Removal of the hot exhaust valve from the block to the head, thus confining
heat failures to the head. Absence of exhaust valve from block also results
in more uniform cooling of cylinder and piston.
Lower surface-volume ratio and, therefore, less heat loss and less
air pollution.
F- Head combustion chamber

In such a combustion chamber one valve is in head and other in the block. This design is a
compromise between L-head and I-head combustion chambers. One of
the most F head engines (wedge type) is the one used by the Rover Company
for several years. Another successful design of this type of chamber is that used
in Willeys jeeps.

Advantages

High volumetric efficiency

Maximum compression ratio for fuel of given octane rating


High thermal efficiency
It can operate on leaner air-fuel ratios without misfiring.

The drawback

This design is the complex mechanism for operation of valves and


expensive special shaped piston.
4. Explain the stages of Combustion

Normal combustion

Spark-ignited flame moves steadily across the combustion chamber until the charge
is fully consumed. A combustion process which is initiated solely by a timed spark
completel
and in which the flame front moves y across the combustion chamber in
a uniform manner at a normal velocity

Abnormal combustion

Fuel composition, engine design and operating parameters, combustion chamber deposits
may prevent occurring of the normal combustion process. A combustion process in which a
flame front may be started by hot combustion-chamber surfaces
either prior to or after spark ignition, or a process in which some part or all of
the charge may be consumed at extremely high rates

There are two types of abnormal combustion:

Knock

Surface ignition

i.Knock

Knock is the auto ignition of the portion of fuel, air and residual gas mixture
ahead of the advancing flame that produces a noise. As the flame propagates
across combustion chamber, end gas is compressed causing pressure, temperature and
density to increase. This causes high frequency pressure oscillations inside the
cylinder that produce sharp metallic noise called knock. Knock will not occur when
the flame front consumes the end gas before these reactions have time to cause
fuel-air mixture to autoignite. Knock will occur if the precombustion reactions
produce auto ignition before the flame front arrives

ii.Surface Ignition

Surface ignition is ignition of the fuel-air charge by overheated valves or spark plugs, by
glowing combustion chamber deposits or by any other hot spot in the engine combustion
chamber - it is ignition by any source other than the spark plug. It may occur before the
spark plug ignites the charge (preignition) or after normal ignition (postignition).
5. Describe the working principle of Carburetor (Same Venturi and Fuel jet operation)

A device used in petrol engines for atomizing the petrol, controlling its mixture with
air, and regulating the intake of the air-petrol mixture into the engine.

The carburetor has several functions: 1) it combines gasoline and air creating a highly
combustible mixture, 2) it regulates the ratio of air and fuel, and 3) it controls the engine's
speed

The function of the carburetor is to supply the proper fuel-air ratio to the engine
cylinder during suction created by the downward movement of the piston. As the
piston moves downward a pressure difference is created between the atmosphere
and the cylinder which leads to the suction of air in the cylinder. This sucked air
wil
l also carry with it some droplets of fuel discharged from a tube. The tube has
an orifice called carburetor jet which is open to the path of sucked air. The rate
at which fuel is discharged into the air will depend upon the pressure difference
created. To ensure the atomization of fuel the suction effect must be strong and
the fuel outlet should be small.

Working of Simple Carburetor:

To increase the suction effect the passage of air is made narrow. It is made in the form of
venturi. The opening of the fuel jet is placed at the venturi where the
suction is greatest because the velocity of air will be maximum at that point.

The fig. shows a simple carburetor consists of float chamber, nozzle, a venturi,
a choke valve and a throttle valve. The narrow passage is called venturi. The
opening of the fuel is normally placed a little below the venturi section.

The atomized fuel and air is mixed at this place and then supplied to the intake
manifold of the cylinder. The fuel is supplied to the fuel jet from the float chamber
and the supply of the fuel to the float chamber is regulated by the float pivot and
supply valve. As the fuel level in the chamber decreases the float pivot will open
the supply of the fuel from fuel tank.
As the air velocity of air passes through the venturi section will be maximum
correspondingly the pressure will be minimum. Due to the pressure difference
between the float chamber and the throat of the venturi, fuel is discharged from
the jet to the air. To prevent the overflow of fuel from the jet, the level of fuel in
the chamber is kept at a level slightly below the tip.

The quantity of the fuel supplied is governedby the opening of the butterfly valve situated
after the venturi tube. As the openingof the valve is small, a less quantity of fuel-air mixture
is supplied to the cylinder which results in reduced
power output. If the opening of the valve is more than an increased quantity of
fuel is supplied to the cylinder which results in greater output.

Introduction to thermodynamic analysis of SI Engine combustion process

First stroke, Process 6-1 (Induction).

The piston travels from TDC to BDC with the intake valve open and the exhaust
valve closed (some valve overlap occurs near the ends of strokes to accommodate
the finite time required for valve operation). The temperature of the incoming air
is increased 25-35 over the surrounding air as the air passes through the hot intake
manifold.
Second Stroke, Process 1-2 (Compression).

At BDC the intake valve closes. The piston travels to TDC compressing the cylinder
contents at constant entropy. Just before TDC, the spark plug fires initiating
combustion.

Combustion, Process 2-3.

This process is modeled at constant volume even though combustion requires


a finite time in a real engine (cylinder is moving). Peak cycle temperature
and pressure occur at state 3.

Third Stroke, Process 3-4 (Expansion or power stroke).

With all valves closed, the piston travels from TDC to BDC. The process is modeled
at constant entropy.

Exhaust Blow down, Process 4-5.

Near the end of the power stroke, the exhaust valve is opened. The resulting pressure
differential forces cylinder gases out dropping the pressure to that of the exhaust
manifold. The process is modeled at constant volume
Fourth Stroke, Process 5-6.

With the exhaust valve open, the piston travels from BDC to TDC expelling most
of the remaining exhaust gases.

Thermodynamic Analysis
w6 1 P0 v1 v6

Process 6-1.
1

Process 1-2. w2 u1 u2 q 0
1 2
w 0 q q Q Q mQ
2 u3 u2
i
Process 2-3. 3 2 3n 2 3 in fLHV c

Q
L
H
Where: V lower heating value of the fuel
c
Combustion efficiency - the fraction of fuel actually burned.
Its usual range is 0.95-0.98.
Q
LHV AF
c 1 u3 u2
AF = air/fuel ratio

Note: This expression assumes that the cylinder contents are air (e.g. 15 lb of
air plus one lb of fuel per lb of fuel).
w3 4 u3 u4
q3 4 0
Process 3-4.
q4 5 u5 u4

Process 4-5.
w5 6 P0 v6 v5

Process 5-6.
w q w w
n
t et 1 out net i
j

Thermal efficiency. q q q q
i,j i
in in j in out

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